Engine adapted for operating rammers.



No. 659,7I2. Patented 06f. I6, |900. L. S. STILES.

ENGINE ADAPTED FOR OPERATING HAMMER-S.

(Application led May 31, 1900.)

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(N0 Model.)

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@EN I l B WITNESSEa No. 659,7l2. Patented oct. I6, |900. L. s. smes.

ENG-INE ADAPTED FOR OPERATING BANNERS.

(Application led May 31, 1900.)

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M NESSES 96] `S` Uwrrnn STATES ATENT OFFICE.

LINFORD S. STILES, OF PHILADELPHIA, PENNSYLVANIA.

ENGINE ADAPTED FOR OPERATING RAMMERS.

SPECIFICATION forming part of Letters Patent No. 659,712, dated October 16, 1900.

Application filed May 31, 1900. Serial No.18,553. (No model.)

To all 107mm it 71mg/ concern:

Beit known that I, LINFORD S. STILEs, of Philadelphia, county of Philadelphia, Pennsylvania, have invented an Improvement in Engines Adapted to Operate Rammers for MoldingMachines, tbc., of which the following is a specication.

My invention has reference to engines adapted to operate rammers for molding-machines,&c. and it consists of certain improvements fully set forth in the following specification and shown in the accompanying drawings, which form a part thereof.

The object of my invention is to provide a suitable construction of apparatus especially adapted to that class of molding requiring the sand to be strongly rammed toimpart solidity. In this class ot' machines the ramming-engine is suspended in a manner that permits universal adjustment, whereby the ramlninghead may direct its blows horizontally, 0bliqucly, or vertically, as desired.

In carrying out my invention I employ a cylinder pivoted in a suitable yoke having horizontal trunnions, the said yoke being hung from an overhead turn-table by ballbearings, whereby it may rotate freely, the support for the turn-table being suspended from any suitable traveling support, such as a crane. The cylinder is provided with a reciprocating rammer piston and head, and this is reciprocated by a suitable main valve controlling the supply and exhaust of the compressed air or operating agent with respect to the front and rear of the piston. The said valve is in turn controlled in its movements by means of a pilot-valve, which is adjustable under the reciprocating action of the piston and rammer-head. The pilot-valve is positively actuated by mechanical means and controls the supply and exhaust of the compressed air or other motive iiuid to the main valve, whereby the said Valve is free to respond with great rapidity, and yet does not shift until the rammenpiston has almost completed its stroke.

My improvements comprehend a single main valve for controlling the reciprocations of the rammer-piston combined with a pilotvalve actuated or controlled by the rammerpiston for controlling and timing the movei ments of the main valve. I also provide the exhaust-ports of the rammer-cylinder with adjust-able outlets, whereby the air may be throttled to control the speed of reciprocations of the rammer-piston and also to enable the backward and forward strokes to be relatively adjusted-namely, to permit a quicker action in striking the blow than in the return.

My various improvements will be better understood by reference to the drawings, in which- Figures 1 and 2 are sectional elevations of my complete apparatus, but separated to permit enlarged illustration, Fig. l being the upper half, and Fig. 2 the lower half, of the machine. Fig. 3 is a similar section to Fig. 1, but taken on line e' z of Fig. 5 and line ,e c of Fig. l. Fig. 4 is an enlarged sectional View of the valve-chest shown in Fig. l. Fig. 5 is a cross-section of same on lline fg y ofFig. 4. Fig. 6 is an enlarged sectional elevation of the exhaust-throttle, and Fig. 7 is a front elevation of same.

The cylinder A of the rammer is hung in the yoke I on tii1nnions,said yoke being connected by a coupling J with the adjustable turn-table K, which is supported wit-hin the head M on antifriction-balls L. This permits the machine to be freely rotated on a vertical axis. The head M is secured to a plug N, to which is keyed at n the suspending-tube N', which is hung-from `any suitable form of crane or adjustable support above the molding-pits.

The coupling J enables the rammer proper to be detached at will from the turn-table or pivot for purposes of repair, duc.

The cylinder A is provided with a plunger B,-guided in its lower and smaller diameter A2 and having its upper orinner end formed into a suitable piston b, properly packed by metallic or other rings to make a tight' sliding joint. The lower or outer end of the plunger B is also preferably provided with packing-rings b' to make a tight joint with the smaller diameter A2 of the cylinder.

A' is the lower or outer head of the cylinder, and through it the piston-rod or rammershaft B passes, carrying on its free end the ICO rammer head or plate B2 for directly ramming the sand of the mold. l Fitted into the head A is an annular rubber cushion a to receive any blow from the plunger in case the ram mer-head falls short of its work or the reversing action of the engine should not re -spond quickly enough.

The upper or inner end of the cylinder A is fitted with the valve-chest C, containing the main and pilot valves for controlling the compressed air or other motive duid to and from the cylinder. This chest contains a main-valve cylinder 14, a pilot-valve cylinder 2, an ind uctioucnamber 6, and two chambers S and T, respectively, communicating with the cylinder A upon opposite sides of the piston l) thereof. This valve-chest is bolted to the end of the cylinder A, and the ends of the smaller valve-cylinders 2 and 14 next to the cylinder A are closed by plugs W, which carry in their upper ends rubber cushions w, upon which the valves may strike to reduce the jar and noise. The upper end of this valvefchest is closed by the head, which carries cushions for the valves in their upward movements.

The pilot-valve 4 fits cylinder 2 and has a reduced middle portion 5. It is connected to a valve-rod G, working through astuffingbox and connected at its outer end to a lever F. This lever isfulcrumed atfand adapted to be moved in one direction by a spring F and in the other bya trip worked by the main pistou-rod B. The spring F is connected to a lever H, which is adjusted by a rack H and locking-pawl h. By this means the tension ofthe spring may be adjusted to suit the requirements, and preferably to be able to raise the valve 4and its connections when released.

The valve 4 is moved in the direction toward the cylinder A in opposition to the spring in` the following manner: A rod D is guided on the cylinder A, and its upper end is screw-threaded, as at D', and provided with a double nut structure cl d, which is clamped in position when properly adjusted. The rod D passes through the forked end of the lever F, which is adapted to be pulled down in opposition to the spring by the nut d, as shown in Fig. 1. The lower end of the rod D is provided with two springs ee, between which is placed the bar E, clamped to the piston-rod B. As the piston-rod reciprocates the rod D is also reciprocated, and the springs e take up any excessive jar iu case the bar E traveled a greater distance than is allowable to the lever F. This mechanism is intended to pull the lever F down to lower the valve 4 upon the completion of the stroke of the main plunger B and its piston. The spring F' takes up a portion of the shock to the lever P' and prevents the valve 4 being forced down with an excessive force. The spring F' may be adjusted to secure the exact action required in this respect. The lower nut d strikes a cushion when the rod D is fullylowered, and this prevents the val rc 4 being jammed down with foo much force on its cushion w. When the nut d reaches its seat t, the lower spring e isicompressed if the piston movement is extended farther, and thus the blow on the valve is limited.

The main valve 17, like the pilot-valve, 'is reduced in diameter at its middle portion, as shown at 18. The pilot-valve cylinder has supply-ports 7 and 8 opening into it from chamber 6, supply-ports 9 and 11 opening from it into the pilot-valve cylinder 14, aud ex haust-ports 10, 12, and 13 opening through it.

The compressed air from the pipe P, leading from the air-compressdr, enters chamber 6, thence through port 7 injto cylinder 2, and thence by port Q into cylinder l14 of the main valve. This forces the main valve 17 down to. the position shown, uncovering port 15. The compressed air then passes through this port' 15 into the chamber T, thence through port fr into R, leading to the cylinder A below the piston b, to raise it and withdraw the rammer. During this action the air at the lower ends of the valves escapes by ports 11 and 12 around the middle p'ort 5 of the pilotvalve and by port 13 to the atmosphere. In the rise of the piston b the air in the upper part of cylinder A escapes by ports S and 23 around the narrow part 1S of the valve 17 through port 20 and to the atmosphere through the throttling-valve N. This valve has a conical plug portion rt adjustably supported in the body, so as to choke down the escape to the desired degree.` This is clearly shown in Fig. 6. As the piston lb rises it finally removes the pressure of thel nut (Z from the lever F, and said lever oscillates under the action of the spring F. This shifting of the lever F takes place just before the piston b reaches its uppermost position, and this causes the pilot-valve,l 4 to automatically shift. As soon as it rises it causes the main Valve to rise also, which action closes the ports 23 and 20, and theireby causes the air within the cylinder A to be put under compression to gradually arrest the inward movement of the piston b and prevent shock. The throttling-valve N controls the speed of the return by controlling the rapidity of escape of air, but the shifting of the main valve under the control of the pilot-valve governs the extentofcushioningaction. VVhenthevalves 4 and 17 have shifted as last described and the piston b is fully raised, the air-supply will now pass from chamber 6 through port 8, thence by cylinder 2 and port 11 into cylinder 14, and from it by port 16 into port S and to cylinder- A above piston b. This forces the pistou down to strike the blows with the rammer-head B2. The escaping air passes by pipe R through chamber T, port 22, around reduced part 18 of valve 17, thence through port 19, and through throttling-valve N to the atmosphere. This throttling-valve N has an adjustable conical plug n, as in the ICO case of the valve N and for the saine purpose. The cushioning of the piston h in the outward stroke will take place in the same manner as above explained by confining and compressing the air in the cylinder A below the piston.

The employment of the two throttlingvalves N Nl enables me to so adjust them that I can regulate the speed of travel of the plunger B in both directions. Thus I may cause it to recede slowly and strike the blow with a quick action. more open than the valve N.

The cylinder is so hungin its trunnions that it may be made to assume a vertical, horizontal, oroblique position to follow the work to be done. Therefore when I have used the terms top and bottom or upwardand downward said terms are used for convenience in describing the illustration which happens to show the cylinder in a vertical position, as would be the case in ramming the sand of the Hoor of a mold. It is also evident that the shape of the rammer-head B2 may be varied to suit the work to be accomplished. The rammer-piston may be fitted with any other shaped head or tool, or the end of the piston-rod may be used to break down cores in molds. The apparatus may also be used for other purposes than molding, as it is adapted to any purpose where reciprocating action is required.

. l/Vhile I have described my engine especially in connection with the ram mer of a molding-machine, it is to be understood that.

it is also adapted to operate a ram mer for paving-stones, drills, hammers, and other purposes.

Vhile I prefer the constructions shown, I do not coniine myself to the details thereof, as they may be modified without departing from the essential features of my invention.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is-

l. In a machine adapted to molding, &c., the combination of a cylinder havinga reciprocating piston and rod together with valves for regulating the action ot' the motive fluid upon the piston, said valves being under the control of the piston-rod, with a yoke in which said cylinder is journaled so as to move about a transverse axis, a suspension device for the yoke, and a joint between the suspension device and the yoke whereby the latter is movable about an upright axisf 2. In a machine adapted to molding, rire., the combination of a cylinder having a reciprocating piston and rod together with valves for regulating the action of the motive fluid upon the piston, said valves being under the control of the piston-rod,with a yokein which said cylinder is journaled so as to move about a transverse axis, a suspension device for the yoke, and a joint between the suspension device and the yoke whereby the latter is movable about an upright axis consisting of a cir- In this case the valve N is cular head secured to the suspension device,

a turn-table plate secured to the yoke and ball-bearings between the head and turn-table plate.

3. In a machine adapted to molding, &c., the combination of a cylinder having a reciprocating piston and rod together with valves for regulating the action of the motive fluid upon the piston, said valves being under the control of the piston-rod,with a yokein which said cylinder is journaled so as to move about a transverse axis, a suspension device for the yoke, a joint between the suspension device and the yoke whereby the latter is movable about an upright axis consisting of a circular head secured to the suspension device, a turntable plate secured to the yoke and ball-bearings between the head and turn-table plate, and a detachable joint normally rigid in the yoke between the turn-table plate and cylinder for detaching the cylinder and lower part of the yoke from the turn-table plate.

4. In an engine adapted to operate a rammer for molding-machines, dac., the combination of a cylinder, a piston working in said cylinder, a rammer piston rod and head secured to the piston, a main valve for supplying compressed air or other fluid to and from each end of the cylinder, a separate exhaust to the atmosphere from each end of the cylinder, and separate throttIing-valvesin each of said exhausts.

5. In an engine adapted to operate a rammer for molding-machines, &:c., the combination of a cylinder, a piston working in said cylinder, a rammer piston and head secured to the piston, a main valve forsupplyingcompressed air or other liuid to and from each end ofthe cylinder, a pilot-valve for controlling the movements of the main valve operated by the reciprocating piston and its rod, a separate exhaust to the atmosphere from each end of the cylinder, and separate throttling-valves in each ot said exhausts.

6. In an engine adapted to operate a rammer for molding-machines, dac., the combination of a cylinder, a piston working in said cylinder, a rammer piston and head secured to the piston, a main valve for supplyingcompressed air or other Huid to and from each end of the cylinder, a pilot-valve for controlling the movements of the main valve operated by the reciprocating piston and its rod, in one direction, and a spring in the other direction, a separate exhaust to the atmosphere from each end of the cylinder, and separate throttling-valves in each of said exhausts.

7. In an engine adapted to operate a rammer for molding-machines, &c., the combination of a cylinder, a piston working in said cylinder, a rammer piston and head secured to the piston, a main valve forsupplying compressedair or other iuid to and from each end of the cylinder, a pilot-Valve to control the movements of the main valve, mechanical devices operated by the moving piston IOO IIO

and its rod to move the pilot-valve in one direction, and spring devices to move it in the other direction.

S. In an engine adapted to operate a rammer for molding-machines, Jac., the combina tion of a cylinder, a piston Working in said cylinder', a rammer piston and head secured to the piston, amain valve for supplying compressed air or other fluid to and from each end of the cylinder, a pilot-valve to control the movements of the main valve, mechanical devices operated by the moving piston and its rod to move the pilot-valve in one di rection, spring devices to move itin the other direction, and means for adjusting the tension of the spring devices.

9. In a reciprocating engine adapted for use in a molding-machine, the combination of the cylinder and air supply and exhaust independently arranged for each end, a valve to control the supply and exhaust of compressed air or other fluid to and from the cylinder, and separate throttling-valves for each ot the exhaustports to control the speed of exhausting from each end of the cylinder independently.

10. In a reciprocating engine adapted for molding-machines, the combination of the cylinder, separate outlets from each end of the cylinder, separate throttling-valves for each exhaust-outlet to control the speed of exhausting from each end of the cylinder separately, and valve devices for controlling the supply and escape of the motive fluid to and from the cylinder.

11. In a reciprocating engine adapted for molding-machines, the combination of the cylinder, separate throttling-valves for each exhaust-outlet to control the speed of eX- hausting from each end of the cylinder separately, consisting of a conical seat and a perforated cap having a conical plug adapted to the seat and held stationary, and valve devices for controlling the supply and escape of the motive iiuid to and from the cylinder.

l2. In an engine adapted to operate a rammer for molding-machines, &c., a cylinder, combined With a piston movable therein and having a rammer-head operated thereby, a `valve-chest located at one end of said cylinder, a main sliding cylindrical valve adapted to control the supply and exhaust of the compressed air to or from each end of the cylinder, a cylindrical pilot-valve to control the supply of compressed air to the main valve at one end for delivery to the cylinder and the exhaust of the air in the main-valve chest at the other end to permit the main valve to shift its position, and means under the control of the piston fot` controlling the movements of the pilot-valve.

13. In a rammingfengine of a moldingmachine, a valve chest having inductionchamber 6 and chambers S and T adapted to respectively communicate with each end of the engine-cylinder and valve-cylinders 2 and 14, supply-ports 7 and 8 opening from chamber 6 to valve-cylinder 2, exhaust-ports 10 and 12 from the endsof both valve-cylinders to the middle part." of valve-cylinder 2, exhaust-port 13 from central part of valve-cylinder 2 to atmosphere, supply-ports 9 and 11 connecting the respective ends of the two valve-cylinders, supply-ports 15 and 22 opening from valve-cylinder 14 into chamber T, supply-ports 16 and 23 opening from cylinder 14 into chamber S, exhaust-ports 19 and 2O opening from middle" portion of the cylinder' 14 to the atmosphere, a pilot-valve 4 having portion 5 tit-ted to cylinder 2, and main valve 17 having recessed portion 18 fitted to cylinder 14, and means to control the operation of the pilot-valve by thel reciprocations of the piston of the engine-cylinder.

14. In an engine adapted to operate a rammer for molding-machines, 85e., the combination of a cylinder, a piston working in said cylinder, a rammer piston rod and head secured ,to the piston, a main valve for supplying compressed air or other fluid .to and from each end of the cylinder, a pilot-valve to control the operation of the lmain valve, a spring to move the pilot-valve in one direction, and a mechanical device to move it in the other direction consisting of al rod D having a nut d on its end, a lever F adapted to be operated by the nut and directly actuating the pilotvalve, a bar E carried and moving with the piston-rod, and springs e, e between the bar E and rod D to take up the jar.

In testimony of which invention I have hereunto set my hand. 1

LINFORD S. STILES. Witnesses: i R. M. KELLY, y HARRY WALTERS.

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